JP5279922B2 - Suspension system for saddle-ride type vehicles - Google Patents

Abstract

A suspension device (15) for a straddle-ridden vehicle comprises a left swing arm (51L) which extends from a vehicle body frame toward the front of the vehicle and a right swing arm (51R) which extends from a rigid body in the vehicle toward the front of the vehicle. A left link member (65L) which extends obliquely toward the center in the vehicle width direction extends from the tip of the left swing arm (51L) toward the front of the vehicle. A right link member (65R) which extends obliquely toward the center in the vehicle width direction extends from the tip of the right swing arm toward the front of the vehicle. A front fork (52) is supported by the tips of the left and right link members (65L, 65R).

Description

  The present invention relates to a suspension device for a saddle-ride type vehicle in which the steering angle of a steering handle is increased while reducing the number of parts and reducing the weight.

  As suspension systems for saddle-ride type vehicles, suspension systems mainly having a telescopic fork are widely known.

  In a front wheel suspension system having a telescopic fork as a main element, a phenomenon that the front part of the vehicle sinks occurs when a brake is applied to the front wheel. This phenomenon is called a nose dive phenomenon. Further, the telescopic fork has a problem in operability because a bending force is applied during a stroke. In order to eliminate the nose dive phenomenon and the operability problem, it is necessary to adopt a structure different from the telescopic.

The front wheel suspension device described in Patent Literature 1 includes an arm bracket attached to the front end of a swing arm, a steering frame extending from the arm bracket to the front of the vehicle, and left and right extending from the side of the arm bracket to the front of the vehicle. And forks connected to the front ends of these left and right arms. The fork is also connected to the front end of the steering frame. The fork moves while maintaining parallel to the arm bracket. Such a link structure is called a parallel link.
With this configuration, the nose dive phenomenon at the front of the vehicle is eliminated.

However, the front wheel suspension device of Patent Document 1 is provided in front of the swing arm, between the left and right arms, and the arm brackets constituting the parallel links, the left and right arms extending from the arm brackets. And a steering frame that is passed between the fork member and the arm bracket. The number of parts is five. Since the number of parts is large, the suspension system becomes complicated and heavy.
Therefore, a technology that can reduce the number of parts and reduce the weight is desired.

  Further, the left and right arms of Patent Document 1 are parallel links arranged on the sides of the front wheels. When turning, if the steering wheel is turned continuously, the front wheels will hit one of the left and right arms. However, a large turning angle is required depending on the vehicle type. Therefore, a structure that can increase the turning angle is desired.

JP 2006-021734 A

  An object of the present invention is to provide a suspension system for a saddle-ride type vehicle that can increase the turning angle of a steering handle while reducing the number of parts and reducing the weight.

  According to the present invention, there is provided a suspension device for front wheels in a saddle-ride type vehicle, which extends from the body frame of the vehicle to the front of the vehicle and has rear ends supported on the body frame so as to be swingable up and down. Swing arms and left and right link members extending obliquely from the front ends of the left and right swing arms toward the center in the vehicle width direction in front of the vehicle and supported swingably to the left and right around the front ends And a front fork that is supported at the front ends of the left and right link members so as to be rotatable in the left-right direction and supports the front wheels.

  Preferably, the left link member includes a left swing arm connecting portion connected to the tip of the left swing arm, a left arm portion extending forward from the left swing arm connecting portion, and the left arm portion. The right link member includes a right swing arm connecting portion connected to the tip of the right swing arm, and a right extending from the right swing arm connecting portion to the front of the vehicle. An arm portion; and a right steering pipe provided at a tip of the right arm portion, and the front fork includes a left pipe support shaft rotatably inserted into the left steering pipe, and a left pipe support shaft. A left bottom bracket coupled to a lower end and extending forward of the vehicle to support one end of the front wheel axle; and the left bottom bracket A left fork pipe extending upward from the right steering shaft, a right pipe support shaft rotatably inserted into the right steering pipe, and a front end of the vehicle connected to a lower end of the right pipe support shaft and other than the axle of the front wheel. A right bottom bracket for supporting an end; a right fork pipe extending upward from the right bottom bracket; an upper end of the right fork pipe; an upper end of the left fork pipe; and an upper end of the left pipe support shaft and the right pipe support shaft An upper bracket connected to the upper end of the upper bracket.

  Preferably, the left swing arm includes a left upper arm extending forward of the vehicle from one of the engine and the body frame of the vehicle, and disposed below the left upper arm, and extending from one of the engine and the body frame to the A left lower arm extending forward of the vehicle, and the right swing arm includes a right upper arm extending forward of the vehicle from one of the engine and the body frame, and the engine disposed below the right upper arm. A right lower arm extending from one side of the body frame to the front of the vehicle, and the front ends of the left and right upper arms are connected to left and right upper swing arm connecting portions provided on the link member via respective spherical bearings. Connected, the tip of the left and right lower arms is connected to the link member via the spherical bearing It is coupled to the lower swing arm connecting portions of the left and right provided in each.

  Preferably, the vehicle body frame includes left and right lower frames extending in an L shape along the bottom surface from the front surface of the engine, and a first cross member positioned in front of the engine and extending between the left and right lower frames. The first cross member has, at one end thereof, a left upper arm support portion that extends to the left in the vehicle width direction from the left lower frame and to which a rear end of the left upper arm is connected. The first cross member supports the engine at the other end having a right upper arm support portion that extends to the right in the vehicle width direction from the right lower frame and is connected to the rear end of the right upper arm. The left lower frame includes a left lower arm support portion connected to a rear end of the left lower arm at the bent portion, and the right lower frame. Arm is in its bent portion, and a right lower arm supporting part rear end of the right lower arm is connected.

  The upper portions of the left and right lower frames preferably extend to above the crankcase of the engine.

  Preferably, the left and right upper arms include a swing arm cross member that is positioned behind the left and right swing arm connecting portions and extends between front portions of the left and right upper arms, and is provided at the rear of the swing arm cross member. Further includes left and right cushion units.

  The swing arm preferably has a V shape by connecting a rear end of the upper arm to a rear end of the lower arm.

  Preferably, the vehicle body frame includes a steering shaft coupled to a steering handle and supported so as to be pivotable left and right, a coupling member that couples the steering shaft and the front fork, and allows the front wheels to be steered left and right. And including.

  The connecting member preferably includes a bending mechanism or an expansion / contraction mechanism that absorbs the relative movement in the vertical direction between the steering shaft and the front fork.

According to the suspension system for a saddle-ride type vehicle according to the present invention, the left and right link members and the fork members need only be arranged in front of the swing arm, so that the number of parts can be reduced.
In addition, the left and right link members are arranged in a V shape when viewed in the steering stem axial direction so as to spread rearward of the vehicle. That is, the front ends of the left and right swing arms, the left and right link members, and the front fork that pivotally supports the front wheels, when viewed in the steering axial direction, the front fork is the upper side, and both ends of the left and right swing arms It is configured as a trapezoidal link with the lower side in between. Therefore, if the left and right link members rotate, the front fork rotates while moving in the vehicle width direction, and the front wheels are steered while moving in the vehicle width direction. Since the width between both ends of the left and right swing arms is larger than the width of the front fork, it is possible to steer until the rear part of the front wheel contacts the swing arm. As a result, the turning angle can be increased as compared with a parallel link having the front fork as the upper side and the lower side between the two ends of the left and right swing arms.
Furthermore, since the lengths of the left and right link members are shortened, the size of the front wheel suspension device can be reduced, and the degree of freedom of arrangement of the vehicle front portion can be improved. In addition, the weight and cost can be greatly reduced.

It is a left view of a saddle-ride type vehicle. 1 is a front side view of a saddle-ride type vehicle according to a first embodiment of the present invention. It is the top view seen in the steering stem axial direction of the front-wheel suspension apparatus by Example 1 of this invention. It is a perspective view of the front-wheel suspension apparatus by Example 1 of this invention. It is a side view explaining the component structure (except a cushion unit) of the front-wheel suspension apparatus by Example 1 of this invention. It is a figure explaining the state which the vehicle front part has expanded and the state which has shrunk. It is a figure explaining the state which the steering apparatus turned right from the straight drive state. It is a figure explaining the locus of the front wheel hub center in Example 1 and a comparative example. It is a figure explaining the relationship between a steering angle and a trail in Example 1 and a comparative example. It is a figure explaining the turning angle in Example 1 and a prior art example. It is a figure explaining the turning angle which concerns on Example 1 and a comparative example. It is a front part side view of the saddle-ride type vehicle by Example 2 of this invention. It is a front part side view of the saddle-ride type vehicle by Example 3 of this invention. It is a front part side view of the saddle-ride type vehicle by Example 4 of this invention. It is explanatory drawing of the rear-wheel suspension apparatus of the saddle-ride type vehicle by Example 5 of this invention. It is explanatory drawing of the suspension apparatus of the saddle riding type vehicle by Example 6 of this invention. It is principal part sectional drawing of FIG.

  Preferred embodiments of the present invention will be described below with reference to the accompanying drawings.

First, Embodiment 1 of the present invention will be described with reference to the drawings.
As shown in FIG. 1, a motorcycle 10 includes a body frame 11, a front wheel suspension device 15 that is provided at a front portion of the body frame 11 and suspends a front wheel 13, and a drive wheel that is provided at a rear portion of the body frame 11. A rear wheel suspension device 16 for suspending a certain rear wheel 14, an engine 17 as a drive source attached to the vehicle body frame 11, a seat rail 18 extending rearward from the rear portion of the vehicle body frame 11, and supported by the seat rail 18 And a seat 19 that is disposed between the front wheel 13 and the rear wheel 14 and on which a passenger sits. This type of vehicle is called a saddle-type vehicle because an occupant rides on the seat 19.

The detailed structure and operation of the front wheel suspension device 15 will be described later.
The rear wheel suspension device 16 includes a pivot portion 21 disposed at the rear portion of the vehicle body frame 11 and a rear swing arm 22 that extends rearward from the pivot portion L21 and rotatably supports the rear wheel 14. .

  In this example, the engine 17 is a V-type engine in which cylinders are arranged in a V shape when the vehicle is viewed from the side. A fuel tank 25 is disposed above the V-type engine. The engine type is not limited to the V engine, and any type of engine may be used.

  The vehicle body frame 11 includes a head pipe 31, a main frame 32L extending obliquely rearward and downward from the head pipe 31, a center frame 33 provided at the rear end of the main frame 32L, and the center frame 33 The pivot portion 21 extending downward from the lower portion, the upper end portion 35 is connected to the main frame 32L, and the rear end portion 36 is connected to the pivot portion 21 to form an L shape in side view and hang from the front surface to the bottom surface of the engine 17. A lower frame 37L provided to bypass the engine 17, a first subframe 38 extending obliquely downward from the main frame 32L and connected to the lower frame 37L, and extending from the center frame 33 to the front of the vehicle The second subframe 39 connected to the lower frame 37L is a main component.

  That is, the lower frame 37L having an L shape when viewed from the side of the vehicle extends to the upper side of the crankcase 40 through the lower side and the front side of the engine 17 and is fastened to the main frame 32L. The rear end portion 36 of the lower frame 37L is connected to the pivot portion 21, and the upper end portion 35 is connected to the main frame 32L. Since both ends are supported, the rigidity of the lower frame 37L is increased.

As shown in FIG. 3, the right main frame 32R is arranged to make a pair with the left main frame 32L. As shown in FIG. 4, the lower frame 37R is arranged so as to make a pair with the lower frame 37L.
Then, a first cross member to a third cross member described below are spanned between the left and right lower frames 37L and 37R.

  As shown in FIG. 2, the first cross member 41 extends in the vehicle width direction at a position in front of the engine 17. The second cross member 42 extends in the vehicle width direction at the connection position of the first subframe 38 and the second subframe 39. Further, the third cross member 43 extends in the vehicle width direction at a rear position of the bent portion 44L of the L-shaped lower frame 34L.

Further, a V-shaped connecting member 53 is connected to an upper portion of a fork member 52 as a front fork, a steering shaft 54 is connected to the connecting member 53, and a steering handle 55 is connected to the steering shaft 54. The V-shaped connecting member 53 includes a first horizontal shaft 56 attached to the steering shaft 54, an upper arm 59 attached to the first horizontal shaft 56 so as to be swingable, and a second horizontal shaft attached to the lower end of the upper arm 59. 57, a lower arm 60 swingably attached to the second horizontal shaft 57, and a third horizontal shaft 58 attached to the lower end of the lower arm 60 and swingably attached to the upper end of the fork member 52. Become. With the above-described configuration, the relative movement in the vertical direction between the steering shaft 54 and the front fork 52 can be absorbed. That is, the connecting member 53 includes a bending mechanism 165. Note that the bending mechanism 165 may be changed to an expansion / contraction mechanism.
The steering shaft 54 is rotatably attached to the head pipe 31. The driver can steer the front wheels 13 left or right by operating the steering handle 55 left or right. The vertical movement of the fork member 52 is absorbed by the bending action of the connecting member 53.

  Such a fork member 52 is connected to the vehicle body frame 11 (in this example, the lower frame 37L) by the front wheel suspension device 15. The detailed structure of the front wheel suspension device 15 will be described.

  As shown in FIG. 3, the front wheel suspension device 15 includes a left swing arm 51L extending forward of the vehicle, and is passed between the left swing arm 51L and the vehicle body frame to move the left swing arm 51L. The left cushion unit 71L to be controlled, the left link member 65L extending forward from the tip of the left swing arm 51L and extending obliquely toward the center in the width direction of the vehicle in plan view, and extending forward of the vehicle A right swing arm 51R, a right cushion unit 71R that is passed between the right swing arm 51R and the vehicle body frame and controls vertical movement of the right swing arm, and a right swing arm 71R. Right link member 65R that extends forward from the front end of the vehicle and that extends obliquely toward the center in the width direction of the vehicle in plan view , A front fork 52 supporting a front wheel is connected to the tip of the tip and the left link member 65L of the right link member 65R, it consists.

  That is, the left and right link members 65L and 65R are formed such that the distance between the rear end portion of the left link member 65L and the rear end portion of the right link member 65R is greater than the distance L1 between the front end portion of the link member 65L and the right link member. It is arranged in a V shape when viewed from above in the steering axis direction so that the distance L2 between the front ends of 65R becomes small.

A left lower swing arm connecting portion 68L is provided at the rear end portion of the left link member 65L to connect to the left lower arm 62L, and a rear end portion of the right link member 65R is connected to the right lower arm 62R. A right lower swing arm connecting portion 68R is provided for connection.
Similarly, a left upper swing arm connecting portion 67L is provided at the rear end portion of the left link member 65L to connect to the left upper arm 61L, and a right end portion of the right link member 65R is provided at the right end. A right upper swing arm connecting portion 67R is provided to connect to the upper arm 61R.
A swing arm cross member 69 is passed to the front part of the left upper arm 61L and the front part of the right upper arm 61R at the vehicle rearward position from the left and right upper swing arm connecting parts 67L and 67R. Cushion units 71L and 71R are arranged behind the swing arm cross member 69 in the vehicle.
In this embodiment, the left and right cushion units are disposed on the swing arm cross member, but it is possible to use one cushion unit.

As shown in FIG. 4, rigidity is required for the left upper arm 61L to which the axial force of the left cushion unit 71L is directly applied. The same applies to the right upper arm 61R.
In this example, a swing arm cross member 69 is passed to the front part of the left upper arm 61L and the front part of the right upper arm 61R. As a result, the rigidity of the left and right upper arms 61L and 61R, particularly the bending rigidity in the vehicle width direction, can be sufficiently increased, and the influence of the axial force of the cushion units 71L and 71R on the swing arm connecting portions 67L and 67R can be suppressed. it can.

  Further, a lower swing arm cross member 69U is passed to the left lower arm 62L and the right lower arm 62R. The rigidity of the left and right lower arms 62L and 62R can be increased.

As shown in FIG. 2, the swing arm 51L includes an upper arm 61L and a lower arm 62L disposed below the upper arm 61L. The front end portion of the upper arm 61L is coupled to an upper swing arm coupling portion 67L provided on the link member 73 via a spherical bearing 74. Similarly, the front end portion of the lower arm 62L is coupled to a lower swing arm coupling portion 68L provided on the link member 73 via a spherical bearing 74.
Note that the swing arm 51R has the same configuration as the swing arm 51L, and a description thereof will be omitted.

  As shown in FIG. 4, both ends of the first cross member 41 protrude outward from the left lower frame 37L and the right lower frame 37R in the vehicle width direction. These protruding portions serve as the left upper arm connecting portion 63L and the right upper arm connecting portion 63R.

  The first lower member 41 is provided with engine mounts 76 and 76 for supporting the engine, and the left lower arm 62L is connected to the bent portion 44L of the left lower frame 37L having a substantially L shape. A support portion 64L is provided, and a right lower arm support portion 64R in which a rear end of the right lower arm 37R is connected to a bent portion 44R of the right lower frame 37R having a substantially L shape is provided.

Next, the structure of the left and right link members 65L and 65R will be described in detail.
The left link member 65L includes a left upper swing arm connecting portion 67L, a left arm portion 81L extending forward from the left upper swing arm connecting portion 67L, a left lower swing arm connecting portion 68L, and the left The left arm portion 81L extending forward of the vehicle from the lower swing arm connecting portion 68L and the left steering pipe 82L provided at the tips of the left arm portions 81L and 81L.
Similarly, the right link member 65R includes a right upper swing arm connecting portion 67R, a right arm portion (reference numeral 81R in FIG. 5 described later) extending from the right upper swing arm connecting portion 67R to the front of the vehicle, A lower swing arm connecting portion 68R, a right arm portion 81R extending forward from the right lower swing arm connecting portion 68R, and a right steering pipe 82R provided at the tip of these right arm portions 81R, 81R Consists of.

Next, the structure of the front fork 52 will be described in detail.
The front fork 52 is a left pipe support shaft 85L that is rotatably inserted into the left steering pipe 82L, and is connected to the lower end of the left pipe support shaft 85L and extends forward to support one end of the front axle 84. Bottom bracket 86L, a left fork pipe 87L extending upward from the left bottom bracket 86L, a right pipe support shaft 85R rotatably inserted into the right steering pipe 82R, and a lower end of the right pipe support shaft 85R A right bottom bracket 86R that extends forward and supports the other end of the front axle 84, a right fork pipe 87R that extends upward from the right bottom bracket 86R, an upper end of the right fork pipe 87R, and a left fork The upper end of the left pipe support shaft 85L and the right end of the pipe 87L. An upper bracket 88 which is connected to the upper end of the flop supporting shaft 85R, consists.

The left pipe support shaft 85L provided on the front fork 52 is inserted into the left steering pipe 82L provided on the left link member 65L so as to be rotatable relative to the right steering pipe 82 provided on the right link member 65R. The right pipe support shaft 85 provided on the front fork 52 was inserted so as to be relatively rotatable.
The steering pipes 82L and 82R and the pipe support shafts 85L and 85R can extend in the vertical direction. By extending up and down, the bending rigidity of the front fork 52 can be increased.

Next, a supplementary description will be given of the components of the suspension device according to the first embodiment.
FIG. 5A shows components of the suspension device provided on the right side of the vehicle.
A left swing arm 51L extending forward from the left lower frame 62L to the front wheel suspension device 15, a left link member 65L disposed in front of the left swing arm 51L, and the left link member 65L And a fork member 52 disposed in front of each other.

  The left swing arm 51L includes a left upper arm 61L and a left lower arm 62L, and the rear end of the left upper arm 61L is connected to a left upper arm support portion 63L provided on the vehicle body frame side. The rear end of the left lower arm 62L is connected to a left lower arm support portion 64L provided on the vehicle body frame side.

  A swing arm connecting portion is provided at the vehicle rear end of the left link member 65L. The swing arm connecting portion includes an upper swing arm connecting portion 67L and a lower swing arm connecting portion 68L. The front end of the left upper arm 61L is connected to the portion 67L via the spherical bearing 74, and the front end of the left lower arm 62L is connected to the lower swing arm coupling portion 68L via the spherical bearing 74.

  FIG. 5B shows components of the suspension device provided on the right side of the vehicle. These components are the same as those in FIG. 5A, and description thereof is omitted.

Next, the operation of the suspension system for the saddle-ride type vehicle described above will be described.
First, the operation of the front wheel suspension device 15 will be described with reference to FIG.
When the vehicle is stopped or steady running, the total weight of the vehicle weight and the occupant's load acts downward, and as shown in FIG. 6A, the swing arm 51L is raised almost horizontally or slightly forward. Become posture.

  In this state, when the front wheel brake is operated or an impact force from the ground is applied to the front wheel 13, the swing arm 51 </ b> L swings largely upward as shown in FIG. 6B.

Next, the steering operation will be described based on FIG.
When the steering operation is not performed, as shown in FIG. 7A, the front wheel 13 is in a state along the longitudinal axis of the vehicle body.
When the driver performs a steering operation to the right, as shown in FIG. 7B, the right link member 65R rotates counterclockwise in plan view, and the front wheel 13 is steered to the right.
Further, when the driver performs a steering operation to the right, as shown in FIG. 7C, the right link member 65R further rotates counterclockwise in plan view, and the front wheel 13 further turns to the right. Steered.
The same applies when the front wheel 13 is steered to the left.

Next, the trajectory of the front wheel hub center as viewed from the steering axis direction during turning will be described with reference to FIG. The front wheel hub center is the center point in the vehicle width direction of the front wheel axle. In the figure, point (a) indicates the position of the hub center in FIG. 7A, and point (c) indicates the position of the hub center in FIG. 7C.
Further, the locus from the point (a) to the point (c) ′ is the locus of the wheel hub center of the front wheel according to the comparative example, and corresponds to the locus of a vehicle employing a telescopic fork.

When the front wheel is steered to the right, the telescopic fork has a constant trail, so the front wheel moves in the steered direction. That is, the position of the wheel hub center moves from point (a) to point (c) ′ in FIG.
In this case, the center of gravity of the vehicle moves to the outside of the straight line connecting the ground point of the front wheel and the ground point of the rear wheel. That is, the center of gravity of the vehicle moves to the side opposite to the direction in which the vehicle tilts. For this reason, in order to improve the turning performance of the vehicle, the center of gravity of the vehicle and the driver is moved inward in the vehicle width direction, and the driver moves the body inward from the vehicle body, so-called lean-in or hang-on. It is necessary to take the riding posture.

On the other hand, in the front wheel suspension device according to the present invention, when the front wheels are steered to the right, the front wheels move to the side opposite to the steered direction. That is, the position of the wheel hub center moves from point (a) to point (c) in FIG.
In this case, the center of gravity of the vehicle moves to the inside of a straight line connecting the ground point of the front wheel and the ground point of the rear wheel. That is, the center of gravity of the vehicle moves in a direction in which the vehicle tilts. For this reason, the turning performance of the vehicle can be improved without intentionally moving the center of gravity of the vehicle and the driver inward in the vehicle width direction.

  Next, based on FIG. 9, the relationship between the turning angle and the trail will be described. The trail refers to the length indicated by T in FIG. This T refers to the distance between the point where the axis of the steering shaft 54 intersects the ground and the point where the perpendicular passing through the axle 84 of the front wheel 13 intersects the ground. In the figure, (a), (c), and (c) 'are the same as in FIG.

When the front wheel of the vehicle according to the present invention is steered to the right, the trail gradually decreases from 100 mm (point a) to 0 (point c).
On the other hand, in the telescopic fork according to the comparative example, the trail has a constant value of 100 mm (point (a), point (c) ′) even when turning right. In the comparative example, when the trail is enlarged to improve the straight running stability, the force required for turning when the turning angle becomes large increases. In other words, straight running stability is improved, but it is difficult to achieve a balance with light handling.

  In this regard, in the present invention, when the vehicle is steered, the point where the extension line of the steering axis is in contact with the ground moves, so that the trail changes. In particular, when the turning angle is around 0 °, it is possible to increase the trail to increase the straight-running stability, and to decrease the trail as the turning angle increases, thereby reducing the resistance related to the turning. Therefore, according to the present invention, it is possible to achieve both improved straight running stability and light handling (good maneuverability).

Next, the number of parts constituting the front wheel suspension will be described with reference to FIG.
The front wheel suspension device 15 according to the first embodiment includes left and right link members 65L and 65R and left and right link members 65L and 65R, as shown in FIG. That is, the number of parts is three.
On the other hand, the conventional front wheel suspension device includes an arm bracket 91, left and right arms 92L and 92R, a fork member 93, and a steering frame 94, as shown in FIG. That is, the number of parts is five.
Therefore, the number of parts is smaller and the structure is simpler in the first embodiment than in the past.

Further, as shown in FIG. 10B, in the conventional structure, the turning angle θb is limited by the interval W between the left and right arms 92L, 92R, and thus the turning angle θb is small.
If the interval W is increased in order to increase the turning angle θb, the front wheel suspension is undesirably enlarged.

  On the other hand, as shown in FIG. 10A, in the present invention, the left and right link members 65L and 65R are expanded rearward of the vehicle. Therefore, it becomes difficult for the front wheel 13 to hit the left and right link members 65L and 65R, and the turning angle θa increases.

The above actions are summarized as follows.
According to the suspension system 15 for a saddle-ride type vehicle according to the present invention, both ends of the left and right swing arms 51L and 51R, the left and right link members 65L and 65R, and the front fork 52 that pivotally supports the front wheels are When viewed in the steering axial direction, the front fork 52 is an upper side, and a trapezoidal link having a lower side between both ends of the left and right swing arms 51L and 51R is configured. Therefore, if the left and right link members 65L and 65R rotate, the front fork 52 rotates while moving in the vehicle width direction, and the front wheels are steered while moving in the vehicle width direction. Since the width between both ends of the left and right swing arms 51L and 51R is larger than the width of the front fork 52, the steering can be performed until the rear part of the front wheel contacts the swing arms 51L and 51R. As a result, the turning angle can be increased as compared with a parallel link having the front fork as the upper side and the lower side between the two ends of the left and right swing arms.
Furthermore, since the lengths of the left and right link members 65L and 65R are shortened, the size of the front wheel suspension device 15 can be reduced, and the degree of freedom in the arrangement of the front portion of the vehicle can be improved. In addition, the weight and cost can be greatly reduced.

The turning angle θa can be increased by devising the shape of the fork member 52 (front fork 52). This will be described with reference to FIG.
In the embodiment shown in FIG. 11A, the pipe support shafts 85L and 85R into which the steering pipes 82L and 82R are inserted are arranged behind the fork pipes 87L and 87R provided in the front fork 52.

  In the comparative example shown in FIG. 11C, pipe support shafts 85L and 85R are arranged on the sides of the fork pipes 87L and 87R. Compared with the case where the pipe support shafts 85L and 85R are arranged behind the fork pipes 87L and 87R, the distance between the left and right fork pipes 87L and 87R is increased. Then, as shown in FIG. 11D, the turning angle θd becomes small.

  In this regard, in the embodiment shown in FIG. 11B, since the pipe support shafts 85L and 85R are arranged behind the fork pipes 87L and 87R, the distance between the left and right fork pipes 87L and 87R is shortened. can do. As a result, the steered angle θb can be increased as compared with the case where the pipe support shafts 85L and 85R are disposed on the sides of the fork pipes 87L and 87R.

Next, a second embodiment of the present invention will be described with reference to FIG.
The difference from the first embodiment shown in FIG. 2 is that the swing arm 51L is extended from the engine 17B to the front of the vehicle. The engine 17B is a rigid body and can be considered to be included in the body frame 11.
That is, the first connecting part 115 and the second connecting part 117 extend from the engine 17B to the front side of the vehicle. Then, the rear end of the upper arm 61L is coupled to the upper arm coupling portion 116 at the distal end of the first coupling portion 115, and the rear end of the lower arm 62L is coupled to the lower arm coupling portion 118 at the distal end of the second coupling portion 117.

  The lower frame 37B is connected to the first connecting portion 115 without bypassing the lower side of the engine 17B.

Next, Embodiment 3 of the present invention will be described with reference to FIG.
The difference from the first embodiment shown in FIG. 2 is that the rear end portion of the lower frame 37L is not connected to the pivot portion 21, but is connected to a connecting portion 117C provided on the lower surface of the engine 17.

Next, a fourth embodiment of the present invention will be described with reference to FIG.
The difference from the first embodiment shown in FIG. 2 is that the rear portion of the lower arm 122 is connected to and integrated with the rear portion of the upper arm 121. A rear end of the swing arm 120 having a V shape in a side view of the vehicle is connected to an arm connecting portion 124 of a lower frame 126 that is a part of the vehicle body frame 11.

A connecting portion between the swing arm 120 and the lower frame 126 can be a single arm connecting portion 124. With one arm connecting portion 124, the number of parts can be reduced.
The swing arm 120 and the link member 123 are connected via a needle bearing.

Next, a fifth embodiment of the present invention will be described with reference to FIG.
As shown in FIG. 15A, the structure of the steering device of the present invention can be applied to a rear wheel steering mechanism.
Specifically, as shown in FIG. 15B, which is a cross-sectional view of the main part of FIG. 15A, the rear wheel suspension device 130 of the saddle-ride type vehicle has a rear part of the vehicle from the pivot part 131. Left and right rear swing arms 132L, 132R extending from the front and rear ends of the rear swing arms 132L, 132R via link pins 133L, 133R toward the center in the width direction of the vehicle in a plan view and obliquely And left and right link members 134L and 134R, and rear wheel support portions 136 that are attached to rear end portions of the left and right link members 134L and 134R and support the rear wheel 135 are provided.

The configuration of the drive system 137 that drives the rear wheel 135 is as follows.
The drive system 137 includes a plurality of drive shafts 141 to 144 that transmit engine power, constant velocity joints 145 to 147 disposed between the drive shafts 141 to 144, and the transmitted power to the rear wheel axle. It consists of a pair of final gears 148 and 149 that transmit to the motor.
That is, the drive system 137 employs a shaft drive type.

  Due to the presence of the constant velocity joints 145 to 147, the mutual angle of the drive shafts 141 to 144 can be changed. As a result, the rear wheel 135 can be a steering wheel.

Next, a sixth embodiment of the present invention will be described with reference to FIGS.
As shown in FIGS. 16 and 17, the front wheel suspension device of the present invention can be applied to suspension of a four-wheeled vehicle.
The wheel suspension device 150 includes upper and lower swing arms 151 and 152 that extend outward from the vehicle body in the vehicle width direction and have a U-shape in plan view, and front and front ends of the upper and lower swing arms 151 and 152. From two pairs of spherical joints 163 and 164 provided at the rear, an axis 153 connecting the upper and lower spherical joints 163 at the front and an axis 154 connecting the upper and lower spherical joints 164, and the connecting axes 153 and 154 The front and rear link members 155 and 156 that extend outward in the vehicle width direction and obliquely in a plan view, and the third shaft 157 and the third shaft 157 that extend vertically at the tips of the front and rear link members 155 and 156 The vertical movement of the four shafts 158, the wheel support 161 supporting the wheels 159 supported by the third shaft 157 and the fourth shaft 158, and the lower swing arm 152 A cushion unit 162 Gosuru, consisting of.

Usually, the upper and lower swing arms 151 and 152 have a substantially triangular shape in a plan view, and a wheel support 161 is attached to the front end portion thereof.
In this regard, in the present invention, the upper and lower swing arms 151 and 152 are members having a U-shape in plan view, and can increase the rigidity in the longitudinal direction of the vehicle.

  Although the present invention is applied to a motorcycle in the embodiment, it can also be applied to a saddle-ride type three-wheel vehicle (three-wheel buggy) and a saddle-ride type four-wheel vehicle (four-wheel buggy). It can be applied to a ride type vehicle.

  The present invention is suitable for motorcycles.

10 saddle riding type vehicle (motorcycle)
11 Body frame 13 Front wheel 14 Rear wheel 15 Front wheel suspension device 17, 17B Engine 37L Left lower frame 37R Right lower frame 40 Engine crankcase 41 First cross member 44L Bent part of left lower frame 51L Left swing arm 51R Right swing arm 52 Front fork (fork member)
53 connecting member 54 steering shaft 55 steering handle 61L left upper arm 61R right upper arm 62L left lower arm 62L right lower arm 63L left upper arm support 63R right upper arm support 64L left lower arm support 64R right Lower arm support portion 65L Left link member 65R Right link member 67L Left upper swing arm connecting portion 67R Right upper swing arm connecting portion 68L Left lower swing arm connecting portion 68R Right lower swing arm connecting portion 69 Swing arm cross member 74 Spherical bearing 76 Engine mount portion 81L Left arm portion 81R Right arm portion 82L Left steering pipe 82R Right steering pipe 84 Front wheel axle 85L Left pipe support shaft 85R Right pipe Lifting axis 86L left bottom bracket 86R right bottom bracket 87L left fork pipes 87R right fork pipes 88 the upper bracket 165 bending mechanism

Claims (9)

A suspension device for a front wheel in a saddle-ride type vehicle,
Left and right swing arms extending from the vehicle body frame to the front of the vehicle and having rear ends swingably supported by the vehicle body frame;
Left and right link members that extend obliquely from the front ends of the left and right swing arms toward the vehicle width direction front of the vehicle, and are supported so as to be swingable left and right around the front ends.
A front fork that is supported by the front ends of the left and right link members so as to be rotatable left and right and supports the front wheel;
A suspension system for a saddle-ride type vehicle characterized by comprising: The left link member is provided at a left swing arm connecting part connected to the tip of the left swing arm, a left arm part extending forward from the left swing arm connecting part to the vehicle, and a tip of the left arm part. Left steering pipe,
The right link member is provided at a right swing arm connecting portion connected to the tip of the right swing arm, a right arm portion extending forward of the vehicle from the right swing arm connecting portion, and a tip of the right arm portion. A right steering pipe,
The front fork includes a left pipe support shaft rotatably inserted into the left steering pipe, and a left bottom bracket connected to a lower end of the left pipe support shaft and extending forward of the vehicle to support one end of the front axle. A left fork pipe extending upward from the left bottom bracket; a right pipe support shaft rotatably inserted into the right steering pipe; and a front end of the vehicle connected to a lower end of the right pipe support shaft and extending to the front of the vehicle. A right bottom bracket for supporting the other end of the axle; a right fork pipe extending upward from the right bottom bracket; an upper end of the right fork pipe and an upper end of the left fork pipe; and an upper end of the left pipe support shaft and the And an upper bracket connected to the upper end of the right pipe support shaft. 1 saddle-ride type vehicle suspension system according. The left swing arm includes a left upper arm extending forward of the vehicle from one of the engine and the body frame of the vehicle, and a lower part of the left upper arm disposed from the engine and the body frame to the front of the vehicle. A left lower arm extending to
The right swing arm extends from one of the engine and the body frame to the front of the vehicle, and is disposed below the right upper arm and extends from one of the engine and the body frame to the front of the vehicle. A right lower arm,
The front ends of the left and right upper arms are connected to left and right upper swing arm connecting portions provided on the link member via respective spherical bearings, and the front ends of the left and right lower arms are connected to the link member via the spherical bearings. The suspension device for a saddle-ride type vehicle according to claim 2, wherein the suspension device is connected to left and right lower swing arm connecting portions provided on each of the two. The vehicle body frame includes left and right lower frames extending in an L shape along the bottom surface from the front surface of the engine, and a first cross member positioned in front of the engine and extending between the left and right lower frames,
The first cross member has, at one end thereof, a left upper arm support portion that extends to the left in the vehicle width direction from the left lower frame and to which a rear end of the left upper arm is coupled.
The first cross member has a right upper arm support portion that extends to the right in the vehicle width direction from the right lower frame at the other end, and to which a rear end of the right upper arm is coupled.
The first cross member includes an engine mount for supporting the engine,
The left lower frame includes a left lower arm support portion to which a rear end of the left lower arm is coupled at a bent portion thereof.
The suspension system for a saddle-ride type vehicle according to claim 3, wherein the right lower frame includes a right lower arm support portion connected to a rear end of the right lower arm at a bent portion thereof.   The suspension system for a saddle-ride type vehicle according to claim 4, wherein the left and right lower frames have upper portions extending to above the crankcase of the engine.   The left and right upper arms include a swing arm cross member that is positioned behind the left and right swing arm connecting portions and extends between the front portions of the left and right upper arms, and the left and right cushions provided at the rear of the swing arm cross member. The suspension device for a saddle-ride type vehicle according to claim 3, further comprising a unit.   4. The suspension system for a saddle-ride type vehicle according to claim 3, wherein the swing arm has a V shape by connecting a rear end of the lower arm to a rear end of the upper arm.   The vehicle body frame includes a steering shaft connected to a steering handle and supported to be turnable to the left and right, and a connecting member for connecting the steering shaft and the front fork so that the front wheel can be steered to the left and right. The suspension device for a saddle-ride type vehicle according to claim 1, comprising:   The suspension device for a saddle-ride type vehicle according to claim 8, wherein the connecting member includes a bending mechanism or an expansion / contraction mechanism that absorbs a relative movement in the vertical direction between the steering shaft and the front fork.

Images